Water craft



N0V- 22, 1932- G. ALEXANDER WATER CRAFT Filed Aug. 14, 1931 VNV Patented' Nov. 22, 1932 UNITED STATES PATENT oI-FICE Applicaties mea Eugun 14,1931. sez-m m. 557,124.

Thisinvention relates to watercraft, and has for its principal object to 1m rove generally upon power driven vessels or var1ous special uses and of various capacities, tonnage and displacement. Speelal obJects and advantages to be attained are to secure high efliciency in propulsion and s eed from a minimum of power, to provide or simpllcity and ease of efective steering control, to produce a balanced stabilizing structure for a steady and smooth riding ei'ect, and to attaln certain other advantages which w1ll more fully appear in the following description.

The invention consists in the novel general structural arrangement and in the particular parts and combinations and arrangements of parts hereinafter described and pointed out with particularity in the appended claims.

In the accompanying drawing, forming a part of this specification and illustrating an adaptation of the invention,-

Fig. 1 is a top plan view;

Fig. 2 is a longitudinal sectlon on the line 2--2 of Fig. 1;

Fig. 3 is a transverse section on the 'llne 3-3 of Figs. 1 and 2;

Fig. 4 is a cross-section, on an enlarged scale, through the keel tube or tunnel portion of the boat in the region of the propeller, the 30 line of section bein approximately the same as that on which ig. 3 is taken;

Fig. 5 is a fragmentary view on an enlarged scale, partly in longitudinal section and part-` ly in side elevation, showing the driving gear; Fig. 6 is a fragmentary plan view to illustrate the rudder locking device; and

Fig. 7 is a partial section and side elevation further illustrating details ofthe rudder locking device.

Referring now to the drawing, the numeral 10 designates generally the hull of the vessel, which may obviously be constructed throughout of sheet metal or partially of wood or other suitable material, as may be desired. As shown more clearly in Fig. 3 of the drawing, the main body portion of the hull may be rovided with air chambers 11 at its sides and ottom. At each end of the structure shown the hull is tapered upwardly at a considerable angle from the under side, as at 12, and

slightly downward at the top where it is covere by a deck or hood portion 13, said end portlons also tapering on opposite sides convergently, as at 14, the extreme end portions terminating in a comparatively sharp horizontal edge or prow 15. Preferably; the deck or hood portion 13 is hingedly mounted, as at 16, at the prow, whereby to be swung over to a forwardly projected position so as to serve as a landing bridge between the boat and a dock or shore landing place, as indicated by dotted lines in Fig. 2 o f the drawxtending longitudinally and medially of the bottom of the hull is a keel tube or tunnel portlon 17, said tube or tunnel being open at lts opposite ends. Located preferably midway between tlie ends of the tube or tunnel portion 17 is a. propeller 18 of suitable construction and having any desirable number of blades, said propeller, for the purposes particularly intended, being rotatable about a longitudinal axis and having its blades set so as to be equally effective when rotated in either direction. When operated the propel- 1er draws the water in at the forward end of the tube or tunnel 17, accordin to the direction of travel of the vessel, an` ejects it forclbly in a column from the rear end thereof.

Any suitable driving means may be employed for the propeller. As shown, the propeller shaft 19 has a bevel gear 20 fixed thereon and engaging a similar' gear'21 on the lower end of a vertical countershaft 22, said countershaft having another like gear 23 fixed on its upper end portion. Cooperatively engaging the gear 23 is a pair of opposed gears 24 and 25 which are respectively mounted loosely on the driving shaft 26 of a motor 27 of any desirable kind. As shown, the gear 24 is held in working relation to the gear 23 by an annular abutment or collar 28 which is pinned or otherwise fixedly secured on the shaft. Likewise, the gear 25 is held in work-` ing relation to the gear 23 by an abutment or boss 29 which, as shown, is a part of the end bearing for said driving shaft 26. By this arrangement the two gears 24 and 25 are normally idle while the driving shaft is rotating, and to alternately couple said gears 24 and 1.00

. enga to the driving shaft so as to impart motion to said gears 24 and 25 respectively and thereby drive the gear 23 in opposite directions, at will, the driving shaft 26 is rovided with alon tudinall shiftable clutc device which may normal y placed in a neutral position between the two gears 24 and 25. Asshown more clearly in ig. 5 of the drawing, the clutch device comprises an annular member 80 which is obviously Provided with a key or s line working in a ongitudinal groove 81 ormed in the shaft. By this arrangement the clutch member, of course rotates with the shaft 2e but is feiy siiiftabe longitudinally thereof, the opposite end faces of said member 30 having annular series of teeth 32 formed thereon for engagement with counterpart teeth 33 formed on hub extensions 34 and 35 respectively, of the two opposed gears 24 and 25. The clutch member 30 is provided with an annular circumferential oove 86 in which is rotatably fitted a col ar or shifter ring 37 having diametrically opposed arms or trunnions 38 to which the bifurcated extensions 39 of a' controlling lever 40 are pivotally attached. The controlling lever 40 is pivotally mounted on a transverse supporting shaft 41 (see Figs. 2 and 3), said supportin shaft being mounted at its ends in the si e walls of a housing 42 encasing themotor and associated propeller actuating ars in the hull of the vessel. The controlin lever 40 is provided with the usual latch device 43 which engages a notched sector 44 on to of the housing 42, said controlling lever o viousl operating through a slot provided there or in the housing. Obviously, b manipulating the controlling lever 40 the citch member 30 may be moved at will to either of the gears 24 and 25, the releasa le latch element 43 b its engagement with the sector 44 holding t e clutch member in its gear engaging as well as neutral positions.

A rudder 45 is located adjacent to each end of the keel tube or tunnel member 17 rotatable about substantiall vertical or slightly inclined axes inthe me ian vertical lane coinciding with the longitudinal axis of the tube or tunnel 17 As'shown, the pivotal axis of each rudder is inclined, that is to say, it is perpendincular to the inclination of the under end portions 12 of the hull of the vessel. Also, it is preferable to have the inner edge portion 46 of the rudder vertical or substantially parallel with the adjacent end of the tube or tunnel 17 and the bottom edge portion 47 at right angles thereto, but t outer edge portion 48 is preferably inclined corresponding to the inclination of the piv otal axis of the rudder. The rudder is mounted on a shaft 49 which is supported in a suitable bearin 50 on the inclined bottom portion 12 of t e hull, 'said shaft having a gear 51 fixed thereon which engages a pinion 52 on a steering shaft 53 having 9 54 at the up er end thereo by which arrangements t e rudder is actuated accord` ing to the mani ulation of the hand wheel 54.

n steering t e vessel the forward ruddera hand wheel (more clear y shown in Figs. 64 and 7) havl ing a peripheral notch 56 in which a dog or latch element 57 enga es, said element 57 being pivotally mounte ,as at 58, on a hous-' ing 59 encasing the gears 51 and 52. In this 'I connection, it may be here noted that, preferably, the inclined under end portions 12 of the hull are concaved,'as at 60,' the concavity being deepest adjacent to the ends of the keel tube or tunnel portion 17, 'and there corresponding to the curvature of the tube or tunnel, and gradually diminishing and disappearing towardsthe ends 15 where the deck portions 13 meet said inclined under portions 12. In conformity with the transverse curvature ofthe adjacent portion of the concavity 60 the top edge of the rudder is"y preferably rounded, as at 61. By the provision of the keel tube or tunnel portion 17 with the propeller wheel 1 located therein, high propulsive efficiency is attained with a minimum expenditure of operating energy, in that a column of watenis drawn into the tube or tunnel and ejected rearwardly with great force and effect, and by operating the steering rudder forward of the tube or tunnel 17 the veering or turning of the vessel is accomplished with increased fa cility over the ordinary methods of steering, in that the inner edge portion 46 of the ropeller defiects the water from the side o the tube or tunnel to which it is turned, while n the angular set of the rudder is such that the water drawn into the tube or tunnel is taken from the outside in the direction in which the vessel is turned, and at the same time the rear rudder is set in strai ht alinement so as not to interfere with the ischarge of the column of water from that end of the tube or tunnel.

By the adaptation of the present invention in boat constructions', high speedlis readily attained not only in small pleasure boats o'r boats for exhibition purposes, but the same advantages are attainable by. the application of the invention to lar er vessels of unlimited roportions, includin oceangoing craft. In addition to the pro sive utility of the tube or tunnel portion 17it stabilizes the vessel when afloat, as it obviates the necessity for providing the usual keel. The smooth ridin qualities of the vessel are further enhance -by the peculiar construction and formation of the end portions of the hull, as the concaved under end portions at the head end, in addition to directing the water in the immediate vicinity into the tube or tunnel 17, has the effect of overcoming the transverse rolling tendency of the vessel, while the same portion at the rear 'of the tube or tunnel 17 facilitates the propulsive effectiveness of the column of water that is discharged from the tube or tunnel. The knife-like edge portion l5 of the hull is also of material advantage when the vessel is traveling in a heavy sea, as said portion will cut through the billows so that the vessel ywill ride more steadily and on an even keel.

Obviously7 all gearing and working parts that would otherwise be exposed to direct contact with the water, .may be suitably encased in specially provided protective housings and. packing glands also provided forv the bearings of such shafting that enters the water. The structure may be modified in many other respects in the application and adaptation of the invention without in the least departing `from the spirit and scope thereof as defined in the appended claims. The invention, therefore, is not limited to the specific construction and arrangement shown.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

l. In a watercraft, a hull having a submerged medial longitudinally extending open-ended tube, a propeller within said tube reversely operative and of the same effect in drawing water into the tube at either end and discharging it in a column from the opposite end, and independently operative and controllable rudders at opposite ends of said tube, the under end portions of said hull being inclined upwardly from said tube and concaved transversely of a median axis coincident with the axis of said tube.

2. In a watercraft, a hull having 'an openends converging with the ends of downwardly extending deck portions and thereby forming a' transverse horizontal sharp prow edge.

4. In a watercraft, a hull having air chambered side and bottom portions and a medial longitudinally extending open-ended tubular keel portion, power actuated means for drawing water in at one end of the tubular keel portion and discharging it forcibly at the opposite end thereof rom either direction, at will, the opposite under end portions of said hull being inclined upwardly, the extreme ends converging with the ends ofthe downwardly extending deck portions and thereby forming a transverse horizontal sharp prow edge, said deck portions being hingedly connected to said upwardly inclined under end portions whereby to be utilized as a landing bridge.

5. A watercraft comprising a hull havin an upwardl inclined. under end portion an a downwar ly inclined deck portion merging convergently, their extreme meeting ends forming a transverse horizontal sharp prow l edge, said under end portion and deck portion being hingedly connected at the prow edge whereby the deck portion may be'utilized as a landin bridge.

6. A watercra comprising a hull havin air chambered side and bottom portions, an a medial longitudinally extending openended tubular keel portion; said keel portion extendin partly into the bottom portion of the hull ut the major portion thereof projecting below the bottom of the hull to .constitute the keel proper, and ower means for drawing water in at one en of the tubular keel portion and discharging the water forcibly at the opposite end thereof.

In testimony whereof I havesigned my nameto this specification.

GUSTAF ALEXANDER.

ended tubular keel portion, means within the tubular keel ortionfor drawing water inat,

one end and ischarging it from the o posite end in either direction, at will, the un er end portion of said hull being inclined upwardly from the region of the adjacent end portion of the tubular keel ortlon and concaved transversely of a me ian longitudinal axis coincident with the axis of said tubular keel portion, rudders at opposite ends 4of said- 

